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The experimental investigation on the impact of n-octanol in the compression-ignition engine operating with biodiesel/diesel fuel blends: exergy, exergoeconomic, environmental analyses

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Abstract

The use of alcohol with traditional diesel fuel in diesel engines reduces environmental damage. When the ternary mixtures obtained by adding biodiesel to diesel-alcohol fuel mixtures are used without making any changes in the compression-ignition (CI) engine, there is no significant problem in terms of performance and emissions. This research dealt energetic, exergetic, and environmental evaluation for a CI engine fueled with blends created using diesel/biodiesel/n-octanol at a constant speed of 1500 rpm and different loads (25, 50, 75, and 100%). Performance and emission values were recorded in the tests. Economic and environmental analyses were realized by using the data obtained in these tests in thermodynamic relations. The losses and efficiency of the engine were computed in the energy analysis. The highest thermal efficiency was found to be 40.6% in B20 and B20OCT5 at full load, while the lowest one was observed to be 15.77% when the engine fueled with B100 at 25% load. In the exergy analysis, exhaust exergy, exergy destroyed, and entropy generation were determined. Thermal and exergy efficiencies were parallel in all fuels depending on the load. The highest exergy efficiency was calculated to be 30.4% for B20 and B20OCT5 at full load. Lower exergy destruction was acquired for diesel fuel at full load in comparison with B20OCT20, B20OCT15 and B20OCT10. CO2 emission of fuels was used in exergy-based environmental analysis. The lowest environmental cost was determined as 3.85 $ month−1 at 25% load in B20OCT10. The highest power cost was achieved to be 10.61 $ MJ−1 at 25% load when the engine was run on B20OCT20. The cost of exergy losses at 25% load was computed to be 3.67 $ h−1 for B20OCT20. While the increase in alcohol content in the blends caused a decrease in harmful pollutants, it is not economical due to the expensive pump prices. To conclude, it is to be clearly indicated that due to systematic thermodynamic, economic, and environmental analyses and the usage of n-octanol as a long-chain alcohol in the CI engine with blending diesel and biodiesel, this paper goes beyond previous efforts in the literature.

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Data availability

The data used and/or analyzed throughout the present study are available from the authors on reasonable request.

Abbreviations

c :

Specific exergy cost ($ MJ−1)

C :

Cost flow rate ($ h−1)

\(C_{{{\text{co}}_{{2}} }}\) :

CO2 emission (kg CO2 time−1)

CRF:

Capital recovery factor (–)

Cp:

Specific heat capacity (kJ kg−1 K−1)

\(E_{{{\text{co}}_{{2}} }}\) :

Envireconomic parameter ($ time−1)

\({\text{Ex}}_{{{\text{co}}_{{2}} }}\) :

Exergoenvireconomic parameter ($ time−1)

E fuel :

Energy of fuel (kW)

\(\mathop {{\text{Ex}}}\limits^{ \cdot }\) :

Exergy rate (kW)

f :

Exergoeconomic factor (%)

Hu:

Heat value of fuel (kJ kg−1)

h :

Specific enthalpy (kJ)

i :

Interest rate (%)

M f :

Maintenance factor (–)

\(\dot{m}\) :

Mass flow rate (kg s−1)

n :

Engine speed (rpm)

N :

System lifetime (year)

\(N_{{{\text{co}}_{{2}} }}\) :

CO2 emission value (kg CO2 kW−1 h−1)

P :

Pressure (kPa)

\(P_{{{\text{co}}_{{2}} }}\) :

CO2 emission value ($ kW−1 CO2−1)

P 0 :

Pressure of the environment (kPa)

\(\dot{Q}\) :

Heat transfer rate (kW)

R :

Gas constant (kJ kg−1 K−1)

\({\overline{\text{R}}}\) :

Universal gas constant (8.314 J mol K−1)

T :

Temperature (K)

T 0 :

Temperature of the environment (K)

T :

Torque (Nm)

t year :

Annual working hours (h)

rpm:

Revolutions per minute

s:

Specific entropy (kJ kg−1 K−1)

S gen :

Entropy generation rate (kW K−1)

y e :

Component mole fraction (%)

\(\dot{W}\) :

Power (kW)

Z :

Engine cost ($)

\(\dot{Z}\) :

Capital investment cost rate ($ h−1

η :

Thermal efficiency

µ :

Gas viscosity

φ :

Fuel exergy factor

ε :

Flow exergy

a:

Air

chem:

Chemical

cw:

Cooling water

dest:

Destroyed

ex:

Exhaust

heat:

Heat transfer

in:

Inlet

k:

Kinetic

out:

Outlet

p:

Potential

phy:

Physical

ref:

Reference

s:

Source

w:

Work

0:

Environmental conditions

ABDC:

After the bottom dead center

ATDC:

After the top dead centre

BBDC:

Before the bottom dead centre

BTDC:

Before the top dead centre

BTE:

Brake thermal efficiency

B0:

100% Diesel

B5:

95% Diesel and 5% biodiesel

B10:

90% Diesel and 10% biodiesel

B15:

85% Diesel and 15% biodiesel

B20:

80% Diesel and 20% biodiesel

B25:

75% Diesel and 25% biodiesel

B30:

70% Diesel and 30% biodiesel

B65:

65% Diesel and 35% biodiesel

B70:

30% Diesel and 70% biodiesel

B100:

100% Biodiesel

BSFC:

Brake specific fuel consumption

B90P10:

90% Biodiesel and10% n-pentanol

B80P20:

80% Biodiesel and 20% n-pentanol

B70P30:

70% Biodiesel and 30% n-pentanol

B90O10:

90% Biodiesel and 10% n-octanol

B80O20:

80% Biodiesel and 20% n-octanol

B70O30:

70% Biodiesel and 30% n-octanol

BBU10:

90% Biodiesel and 10% n-butanol

BBU20:

80% Biodiesel and 20% n-butanol

BBU40:

60% Biodiesel and 40% n-butanol

C15H25 :

Diesel

C21H28O2 :

Biodiesel

C8H18O:

N-octanol

CI:

Compression-ignition

CO:

Carbon monoxide

CO2 :

Carbon dioxide

B20OCT5:

75% Diesel, 20% biodiesel and 5% n-octanol

B20OCT10:

70% Diesel, 20% biodiesel and 10% n-octanol

B20OCT15:

65% Diesel, 20% biodiesel and 15% n-octanol

B20OCT20:

60% Diesel, 20% biodiesel and 20% n-octanol

E5B50:

45% Diesel, 5% ethanol and 50% biodiesel

E10B50:

40% Diesel, 10% ethanol and 50% biodiesel

E15B50:

35% Diesel, 15% ethanol and 50% biodiesel

E20B50:

30% Diesel, 20% ethanol and 50% biodiesel

DI:

Direct-injection

EGR:

Exhaust gas recirculation

EXEN:

Exergoenvironment

EXENEC:

Exergoenviroeconomic

HC:

Unburned hydrocarbon

HCCI:

Homogeneous charge compression-ignition

H2O:

Water

KME5:

95% Diesel and 5% karanja biodiesel

KME10:

90% Diesel and 10% karanja biodiesel

KME20:

80% Diesel and 20% karanja biodiesel

KME30:

70% Diesel and 30% karanja biodiesel

KME100:

100% Karanja biodiesel

N:

Nitrogen

N2 :

Nitrogen

NOX :

Nitrogen oxides

OCT30:

70% Diesel and 30% n-octanol

O2 :

Oxygen

PM:

Particulate matter

SAE:

Society of automotive engineers

SI:

Sustainability index

SO2 :

Sulfur dioxide

WPO:

Waste plastic oil

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Authors and Affiliations

  1. Department of Motor Vehicles and Transportation Technologies, Kavak Vocational School, Samsun University, 55850, Samsun, Turkey

    Abdülvahap Çakmak

  2. Department of Mechanical Engineering, Faculty of Engineering-Architecture, Yozgat Bozok University, 66200, Yozgat, Turkey

    Murat Kadir Yeşilyurt

  3. Department of Automotive Technology, Kırıkkale Vocational School, Kırıkkale University, 71450, Kırıkkale, Turkey

    Derviş Erol

  4. Department of Energy Systems Engineering, Faculty of Technology, Gazi University, 06500, Ankara, Turkey

    Battal Doğan

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  1. Abdülvahap Çakmak
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  2. Murat Kadir Yeşilyurt
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  3. Derviş Erol
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  4. Battal Doğan
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Correspondence to Derviş Erol.

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Fig. 21
figure 21

The graph of the fatty acid profile for canola oil biodiesel

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Çakmak, A., Yeşilyurt, M.K., Erol, D. et al. The experimental investigation on the impact of n-octanol in the compression-ignition engine operating with biodiesel/diesel fuel blends: exergy, exergoeconomic, environmental analyses. J Therm Anal Calorim 147, 11231–11259 (2022). https://doi.org/10.1007/s10973-022-11357-w

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